The Exposition assembled many original artifacts from the Canadian Pacific Railway Archives,  and it was a combination of 3 events: a public viewing of artifacts, launching of a hardcover book (Trail of Iron: The CPR and the Birth of the West, 1880-1930) and conferences. All three were blockbusters.

The organizers gave particular attention to the origin, construction and operation of the CPR in Western Canada from 1885 to 1930. Spread over 8500 square feet of gallery space, were track laying tools, many dioramas, period photographs and original CPR documents including the original letter of William Van Horne, by which he accepted the CPR presidency, 

Of particular interest were museum-quality artifacts, built by local model railroaders. One group spent thousands of hours recreating prairie landscape; while another group operated a model railway setup and another manned a telegraph station with messages sent back and forth. 

One of the displays was an 85-meter (about 250 ft.) replica of the Stoney Creek Bridge (east of Revelstoke BC), as it looked in 1886. The bridge supports on the display were 130 cm (about 5 ft.) high. Just around the corner from the Stoney Creek Bridge one almost walked into the interior of a mountain snowshed. Built three-quarters of its full size by the Alberta Pioneer Railway Association, it showed two section men aboard a hand car, their lantern providing the only light in the darkness. Other galleries contained full-scale replicas of a country railway station, a sleeping car, and the setting of a table in a railway dining car (with mirrors at either end giving the illusion of several tables).

Only portions of THE GREAT CPR EXPOSITION (mostly photographs and some less-rare artifacts) went on tour afterwards but the event attracted thousands of visitors during its run. Many visited two or even three times. More at: http://journals.hil.unb.ca/index.php/MCR/article/view/17173/22813
 

There is no more rail service of any kind on Vancouver Island due to track condition;  although at some future time, passenger service may be resumed with a commuter train out of  Victoria West, commonly called Vic West, across Victoria Harbour from downtown Victoria BC. The locations marked with a lower case "f" are a flag stop, where the train will only stop on request from detraining passengers or the station agent for  passenger boarding or loading 
cargo on board.

Leading is CP 5679 (12/74 Ser# A3124), followed by 
CP 5793 (11/78 Ser# A3660), then CP 5872 (11/84
Ser# A4436) and finally CP 5908 (1/79 Ser# 3675). 
Of the four diesel locomotives, research indicates 
that only CP 5679 is gone;  scrapped in March 2008,
while the other ones are probably still in service as a
road helpers, switching on branch lines or classifying 
cars in a CP yard. A closer look will reveal that the
second unit CP 5793 is the only one still in the "Large Multimark" livery. All eventually lost the Multimark.

After the mixed freight in front, a mile-long long line of
about 100 or so loaded Tri-Level Auto Carriers stretch 
around the curve.  Having come to in Vancouver on 
ships from Asia, the automobiles will be unloaded from
the Auto Racks at a point near Ogden Yard in southeast Calgary and from there, transported to local dealers by 
road, while others still aboard Auto Racks will be 
reclassified at the CP Alyth Yard and shipped East 
along the Brooks Sub or north through the Red Deer
Sub to Edmonton and beyond.

To the right of the picture is the Trans-Canada Highway (Alberta #1), just freshly twinned in 1985 and now 
incorporating and a 2.4 metre (about 7.5 ft.) fence on
both sides (visible by the train), to keep wildlife safe
from traffic. The fences stretch for several kilometres 
in both directions and feature a highway overpass in 
specific areas to help wildlife pass from one side of the
highway to the other, while culverts under the highway
in other places are better for smaller game. See an 
overpass for large animals at: http://emorfes.com/2012/10/15/photography-
wildlife-crossings/ More about those crossing
structures at: http://www.mountainnature.com/articles/CrossingStructures.htm

And Canadian Pacific bought 60+, numbered 9100-9160
(SD9043MAC) and 9300-9303 (SD90MAC-H). The MAC
did not live up to expectations . 

The CPR 9100s are listed as surplus by CP and currently
for sale."as is", while the 9300s are being scrapped in Lachine
(Montreal).  So the SD90MAC had a short life pulling heavy int
ermodal freights and, like many of its 
older predecessors (some of which got a second or 
third life), has now become an "Old Canadian Diesel".

The 9119 is pictured at MP 1.1 CP Laggan Sub 
(11 St SW x 9 Ave SW), just leaving the Calgary 
downtown core on May 11th, 2007.

Note the difference in window, nose and louvers
treatment between the Electromotive Division
(GM-built) 9103 and its trailing competition, (CP9603) 
an AC4400CW built by GE, still very much in service 
along with hundreds of others of that model. Usually,
these double stack heavy haul trains have had either a mid-train 
unit or a pusher (or both), as part of the Distributed Power concept 
and are about a mile long, operating on the transcontinental line
through the Rockies.

Missing from the picture is the now-built Calgary 
Transit LRT overpass beyond the far set of signals. 
The roadway in the background is Crowchild Trail.
 

Photo by Braedan Dunne. Taken on June 29, 2014

In 1999, the 5563 was sold to the Dakota Minnesota
& Eastern Railroad (a subsidiary of the CPR) and 
renumbered DME 6079 
Confirmation that it is the right loco is at:
http://www.mountainrailway.com/Roster
In the view at
http://www.rrpicturearchives.net/showPicture
the CP logo and reference to CP on the side have 
been totally painted out.
The botched results of the DME red spray can
paint job can be clearly seen on the computer screen.

From March 1986 to January 1990, CP5614 was painted 
with the Expo 86 logo, one of only 6 CP locomotives to be painted in this scheme. 

Others were CP 5610, CP 5647 (shown on this page), CP 5698, CP 5748 and CP 5775.

The SD40-2 was built by General Motors in June 1972 
(Ser# 2658) and re-lettered to St Lawrence & Hudson
5614 in January 1997.  St L&H was then a CP subsidiary

In 2004, the locomotive was declared surplus and sold.

It was built by the Electromotive Division of General 
Motors (EMD) in December 1972 (Ser# 72651-19) and retired in
March 2006.

CN only painted 1 of their locomotives (5334) in the 
Expo 86 scheme.

View it at: http://www.railpictures.net/viewphoto.php?id=454973
&nseq=0

Built by General Motors in 1974 (Ser# A 2945) it was
mostly used ferrying freight consists in the Canadian Rockies 
and here at Alyth Yard, Calgary in March 1976.

Barely visible in this photo is the large CP Multimark. 
CP 5806 became repainted with the small Multimark 
around the 1980s and the cab striping removed. 
It was repainted again in Action Red with crossed
US/Canadian flag in the 1990s, before being declared 
surplus in 2008 and sold for scrap in 2009. View it in the
dual flag scheme at: http://www.mountainrailway.com/Roster%20Archive/
CP%205800/CP%205806.htmBehind the 5806 is the long hood of CP 5811. It was also sold for scrap in 2009.

Mount Rundle at 2949m (9675ft.) in the background
is favoured by hikers and climbers of various skills. 
View techical details about Mount Rundle at: http://www.peakfinder.com/peakfinder.asp?
PeakName=Mount+Rundle

Canadian Pacific Railway had well over 500 of these
SD40-2 locomotives, capable of high speed and great 
traction effort. 

Even today, many of these soldier are used as either
motive power on branch lines, heavy power to push 
cars up the ramp of CPR hump yards or have been 
sold to private operators in Canada, the US and 
elsewhere, for use in Class II railroad operation
(smaller railroads). 

CPR 5976 and 5810 are seen, at the start of the 
downgrade, hauling a westbound unit grain train, just 
past STEPHEN, Mileage 122.2 of the Laggan Sub 
(at the signals in the background) around September 
2005.  Soon, it will reach the #1 Tunnel (upper spiral) 
at Mileage 128.8 and then the #2 Tunnel at Mileage 
131.1 and reach FIELD yard at 136.6

The shot is taken at the Great Divide, almost below 
the sign marking  the Alberta-BC border on the Trans-Canada Highway and it's merely a matter of 
getting down a small embankment. Sink Lake is on
the right. 

The locomotive was built in October 1977 by the
General Motors (Ser#A3501) as an SD40-2 and 
delivered as CP 5837. On February 1, 1989, it was renumbered to CP 6070. The locomotive cab windows 
were blanked out and it was converted to a B-unit on
August 28, 1991. It was then sold to the First Union Rail Corporation, (a locomotive dealer in the US) in 
March 2000, and resold to the Indiana & Ohio Railway 
who renumbered it IORY 4085. See a photo of the loco
in its IORY livery at: http://209.85.120.98/viewphoto.php?id=197619&nseq=76

Smoke about mid-train, would seem to indicate that 
there could be one or more helper locomotives. 
Notice the Texaco sign to the left in this shot taken 
from a distance with a fixed 200mm telephoto lens,
hence the severe compression. 

CP 5837 was built as an SD40-2 by General Motors 
(Ser# A3501) in 1977 and renumbered to CP 6070 in
1989.  In August 1991, its windows were then blanked 
and 6070B was no longer able to lead.

CP 6070 was removed from service in March 2000 
and sold to First Union Rail (reporting mark FURX)
in the US, to be rebuilt and used within their large 
fleet of leased units. One of these is FURX 3050, 
which was CP 5589 see at the back of Alyth Diese Shop. http://yourrailwaypictures.com/OldDiesels/
indexOther.html

The 5831 was built as an SD40-2 by General Motors (Ser#A2973) in March 1974. It was retired in 
February 2006 and sold to Progress Rail (a railway 
supplier) in December 2006.

CP 5952 was also built by General Motors as 
an SD40-2 (Ser#A3959) in October 1980 and 
appears to still be in service with CP, either on
the mainline as helper, branch line as a regular 
assignment between the yard and  customers, 
or switching rolling stock within a yard.

In large yards, they are sometimes employed on
hump duties because this type of loco can push a 
great amount of tonnage up a hill (the hump) with 
almost no effort. The third unit cannot be identified. 

The tunnels continue to be in full operation day and night today but the SD 40-2s have now been replaced by more powerful diesels.  Most of the SD 40 units continue their 
life, either as yard switchers in large facilities or on
branch lines and for some, spliced as helpers within 
consists. Above the rail tunnel is an old of the
Trans-Canada Highway, since replaced by the 
Coquihalla Highway, which  avoids many rock slide 
tunnels within the Fraser Canyon as well as 
steep curves and hills.
To view more tunnels between Lake Louise and 
Vancouver on the CPR, go to http://yourrailwaypictures.com/Tunnels/
 

The view looks southeast from a sidewalk on Blackfoot
Trail. The bridge was soon after refurbished and the 
sidewalk removed to the other side 
The grey building in the background is the diesel shop
and the brown building and chimney were destroyed 
shortly after this photo was taken to enlarge the diesel 
shop.
To the far left, there was a turntable pit, also removed.

Alyth is fairly well the pivotal CP yard between Winnipeg 
and the West Coast.  About 300 diesel locomotives are
based at Alyth Yard, which handles maintenance of up to about  500 locomotive per week ranging from
spectrographic analysis of engine oil, to major overhauls.

CP owned about 600 of these SD40 and SD40-2
locos. The Multimark logo was used from 1968 
to 1987, when it fell out of favour.
 

The cars will be filled up again with Prairie grain from Manitoba, Saskatchewan and Alberta and ferried back
to the West Coast again on another unit train. There is 
a exceptionally heavy demand for grain cars at harvest
time and the railways can hardly fill the bill. An 
average unit grain train between Calgary and 
Vancouver is about 175 cars.
 

Bayview Junction, located near Hamilton, Ontario; is a mecca for railfans, near three of the busiest rail lines in Southern Ontario. http://en.wikipedia.org/wiki/Bayview_Junction

General Motors Diesel Division in London Ontario manufactured both diesels. The  5949 was built in 
November 1979 (Ser# A 3842) and the 5797 is a
little older, built in December 1978 (Ser# A3664).

Notice that one of them wears the large Multimark 
and the other one, the smaller version. CP introduced 
the Multimark on its locomotives in, July 1968 and it 
started to be phased out September 1987. In this 
photo the older loco wears the larger Multimark and 
it is now starting to come into disfavor with CP.

"A" Units have a cab and have two people on board: the engineer (driver) and the fireman (brakeman). The 
engineer sits on the left and the fireman on the right 
facing forward.
"B" Units don't have cabs and usually don't run by themselves (but some could) and never leading a train.
It doesn't matter what kind of paint. This only indicates
the current owner.

These were usually used on passenger trains.
You can tell because they are streamlines but in this 
case they were used on a freight train.
In most cases a freight train used additional engines
instead of B Units.
 

The unit was renumbered 1019 in 1995 and sold to
National Railway Equipment in June 1999. 

To view more of the tunnels on this line go to
http://yourrailwaypictures.com/Tunnels/.

During their operating season, the station serves as a terminal for the Rocky Mountaineer trains both ways. 

The locomotive was built by GM Diesel Division in 
London ON (ser# A3521) and delivered to CP in
February 1978. It is apparently (2014) still in service.

CP 5706 was subsequently sold to National Railway Equipment for use as a lease locomotive just about
anywhere in North America.
See a photo of NREX 5706 in its new paint  at: http://www.rrpicturearchives.net/showPicture.
The new owner kept the CP Rail colour and Multimark on the loco but painted out the CP name.

Built in May 1972, along with a great deal of its sisters,
5605 was part of the CP's immense fleet of SD40-2s.
Most are now relegated to minor roles on branch lines, or used as secondary units on road freights. Some are in yard service. 
The 5605 was sold to Helm Leasing in December 2006, for use just about anywhere in North America.

To view more of the tunnels on this line go to
http://yourrailwaypictures.com/Tunnels/
 

The 1985 photo shown here is no longer possible, due to
high chain link fences on both sides of the tracks today.
Excellent ground shots can be taken at level crossings
of 11 St SW (by Mewata Armoury) and 8 St SE
(by Fort Calgary)
Both at the edge and within walking distance of 
downtown and served by nearby transit, with a 2-3
block walk to the tracks (recommended)

Just a warning that a lot of vibration from semi trailers 
and others will be encountered on the bridge but  it has a
sidewalk and the yard view is superb, with almost constant
diesel operation. A small city street at the east end of the
bridge will allow photos of power in the back of the diesel
shop. You may not go further up this road, as it becomes 
CPR property. Consult Google Earth for further details 

Railfans called it a "Baby Trainmaster" to differentiate 
it from  its bigger brother, 8709 has about the same looks
but a bit smaller with 2-wheel bogies (BB) to the
Trainmaster with 3 (CC of CoCo in Europe) and is
not as large or powerful. See CP 8904 on this page for reference. 

The 8709 was scrapped June 1975 and its number 
reassigned around 2005 to one of the current road freight locomotives. 
Seen here short hood forward, this type of loco was 
originally designed to run long end first, a throwback 
from the steam days.

This H24-66 high horsepower locomotive (for its time) 
called a "Trainmaster" was built in August 1956 by the Canadian Locomotive
Company (Ser# 2931) and retired 10 June 1976. 
Trainmaster locomotives were mainly used in the
Crowsnest Pass (Southern Alberta/BC border), 
hauling long coal trains. CP bought 20 of these, numbered 8900-8920.

Ironically it was the  next  Trainmaster locomotive constructed,  8905 (CLC Ser# 2922)  that is now  preserved at Exporail, the Canadian Railroad 
Historical Association museum, at Delson/St-Constant, 
south of Montreal and the only one of this model left
in the world.
 http://www.exporail.org/en/collections/conservation/
diesel-electric-locomotives/ 

8830 became 8249, 8814 became 8227; 8816 became
8231 and 8622 was renumbered 1529.

All are still in service. (2014)

Passenger service between Calgary and Edmonton 
through Red Deer ended in 1985 and the station
was closed in 1991, as a railway facility.  Slated for demolition, the station building was restored in 1996, designated as an Alberta historic site and used for
offices. 
 

The yard still quite full at this stage with old diesels
in the background and lots of freight cars. In a few 
months, all will be gone, including the 45th Street 
Bridge overpass, from which this photo was taken.

This view looks north in October 1989. To the right is 
the old Red Deer CPR/VIA station, at 5000 - 
51st Avenue. The empty track a bit off-centre is the 
mainline (the Red Deer Sub) between Calgary and 
Red Deer . Near the station also marked the beginning
of the CPR Leduc Sub between Red Deer and South Edmonton (Strathcona). The chimney in the
background is on the site of the Alpha Creamery (now operated by Saputo), a Red Deer landmark for
many years.

It will re-emerge as chop nosed GP9U CP 8227 with a
totally different look.
http://www.railpictures.net/viewphoto.php?id=403937

In 1989, CP 8816 was remanufactured, emerging as 
CP 8231with a chopped nose.  and apparently still in 
use, seen in fresh paint at: http://www.rrpicturearchives.net/showPicture.aspx
?id=2869169

The locomotive coupled to the 8816 is Bessemer & 
Lake Erie (BLE) 726A a General Motors (GMD) 
F7A unit built in February 1953 (Ser# 17910). I
ts purpose in the yard is unexplained.

To the right is the CN interchange bridge, featured on
this page, bringing cars from its nearby Sarcee Yard to 
the CP Alyth Yard. Also seen in a distance is the pulldown tower (which controls the hump yard) and the 12 Street Tower, which controls movements on the  Red Deer, Macleod, Brooks and Laggan Subs; north, south, east
and west out of Calgary.

The large chimney about the middle is the Alyth Diesel 
Shop complex. Improvements to the yard in the late 80s 
or middle 90s removed the chimney and expanded the 
shop to accommodate larger diesels.

This view looks just about straight north from a point 
around 50 Ave and Ogden Road in southeast Calgary.

The locomotive was retired in 1998 and sold in 1999 to Progress Rail, a dealer in Birmingham AL, who 
subsequently sold it to Heart of Georgia Railroad, a 
short line concern and now listed as HOG 1308. See it
in its new blue and yellow livery at: http://www.rrpicturearchives.net/showPicture
.aspx?id=1364733

This photo of the CPR GMD GP9u #1600 is taken 
on the Brooks Sub, just south of Alyth Yard. 
The remanufactured Geep (from unit 8690 is on 
switching duties in the mid 80s, almost fresh out of 
the shops (Sep 85) and still in its shiny CPR paint. 
View a photo of sister 8694  - a High Hood unit
in  Red Deer on this page.
In March 2006, it will totally again change its 
appearance and become CPR1700, a GG20B "
Green Goat", a low emission diesel hybrid. 
View the totally "new look" at http://www.trainweb.org/greengoats/cp/1700.html

CPR terminated the contract.Green Goat with Rail
Power Technolgies aftr converting 6 units (1700-1705) http://en.wikipedia.org/wiki/Railpower_GG20B
Subsequently, the 1700 was leased to  AMTRAK as
their # 599. View a photo in its new paint at  http://www.trainweb.org/greengoats/amtk/599.html
before being returned to Rail Power Technologies 
(the originators of the Green Goad project) as their 
RPRX 2406 http://www.rrpicturearchives.net/showPicture.aspx?

The bridge in the background of the CPR 1600 is the 
CN bridge out of Sarcee Yard in Calgary, covered extensively in my Bridge page.

SOO 4201 looks changed completely,  when it  was
converted for the CPR to "Green Goat" GG20B 1703 
in 2006 
http://www.railpictures.net/images/d1/7/1/9/9719.1
163980800.jpg
6 units were converted (1700 - 1705), before CPR cancelled 
the contract with Railpower Technologies and the units 
were sent to other owners.
http://connection.ebscohost.com/c/articles/24667360/
Have a look at CP unit 1600 and its Green Goat link, as
well as an aerial view of Alyth Yard on this page.

Canadian Pacific 5000 and 5001 are the only GP30
models ever acquired by CP.
(GP 30 stands for "General Purpose", so these
locomotives could be used on either the mainline or
branch lines. The 30 refers to the horsepower  - 3000. Actually, they were 2250 HP, fairly low power by
today's standards of at least 4000HP for road engines).
http://en.wikipedia.org/wiki/EMD_GP30

The EMD GP38 is a 4-axle diesel-electric locomotive
built by General Motors Electro-Motive Division between January 1966 and December 1971. The locomotive's 
power was provided by an EMD 645 16-cylinder engine
which generated 2,000 horsepower. Both 3004 and 3005 
were painted differently than the rest of the CP 
locomotives partly because of their use on
Vancouver Island.

The GP38-2 locomotive was built by the General 
Motors Diesel Division in London, Ontario
(Ser # A 4545) and added to the CP roster in January
1986. In March 2000, it acquired its present paint 
scheme and is now used in freight service.

In this view, CP 3984 is southbound in the vicinity 
of Mi 172.0 Brooks Sub (alongside Ogden 
Road in Calgary), just out of Alyth Yard on 
September 4th, 2008.

It was originally built by General Motors Diesel 
Division in London, Ontario in 1956 (Ser#A 969) -
Class DRS-17c) and used mainline duties. 
DRS stands for Diesel Road Switcher http://www.mountainrailway.com/Roster%20Archive/
CP%208600A/CP%208629-2.htm

In 1984, the GP9 was rebuilt, chop-nosed and 
renumbered to CP 1570 (Class DS-17), serving mostly
as a yard locomotive, until retired on 30 Sep 2011.
http://www.mountainrailway.com/Roster%20Archive/
CP%201500/CP%201570.htm

In 2012, the locomotive was selected by the 
Electromotive Division of General Motors in Muncie
Indiana to be rebuilt as an ECO locomotive and entered service in November 2013, as CP 2222 
(Ser# 20107386-023);  one of the new generation
Canadian Pacific Railways GP20C locomotives, that
will eventually replace all the GP9u locomotives in 
their yard s throughout Canada.

Selected units are being rebuilt from the ground up, 
on old frames and then repowered with a new prime
mover and upgradable microprocessing equipment to
meet most of today’s ecological standards for low 
emission. 
EMD in Muncie has also been rebuilding heavier locomotives for a variety of railroads, including
some GP30C-ECO in the 5000 series  http://www.railpictures.net/photo/449858/ . 
See the CP 5000 in action at http://www.youtube.com/watch?v=uOu2CL6ZRjQ

In the yard that day, while the 2222 was busy on
switching duties coupled to a freshly repainted
CP 4428 (GP38-2),  GP20C-ECO
locomotive CP 2232 was gettting ready for a road trip, 
spliced with some older units. http://locomotive.wikia.com/wiki/EMD_GP20C-ECO

In 2012, the locomotive was shipped to Progress Rail Services to be rebuilt into a SD 30-ECO GenSet unit 
and renumbered into the new CPR 5000 series. 
It makes the loco more economical to operate, as it 
now has several small generators which can operate individually, instead of a central unit. Picture of a
rebuilt CP 5000 loco at: http://locomotive.wikia.com/wiki/EMD_SD30C-ECO

Ahead of the 9004 and leading the consist is AC4400CW
CP  8613.
Westbound hotshots are best photographed there mid-afternoon and early evening.

The SD40-2F is a CP-only model. Twenty five were
ordered (9000-9024), of which several are out of service
and being rebuilt into SD30-ECO GenSet locomotives.

 http://en.wikipedia.org/wiki/GMD_SD40-2F

All were delivered to CP in 1988-1989 and subsequently retrofitted with a porthole window in the front door for 
safety reasons in the late 1990s. 
 
 

Sunalta is in the vicinity 9 Ave x 11 St SW in downtown Calgary and a fine place to catch CP Heavy Haul on
the fly. It is unfenced but care must be taken not to
get too close to the tracks, as there is railway police surveillance. This view is taken about Mile 1.2 of
the Laggan Sub.

Notice the loco has not yet been fitted with the round porthole window.

In this view, it is running light and backing up to a train 
after the crossing by Staples at 9 Ave x 11 St. at
Mile 1.1 CP Laggan Sub., an easy within walking
distance from the downtown core (or better still,
Kerby West LRT station and walk 2 blocks south). 
CP 9022 is another one which was converted to a 
GenSet in the CP 5000 Series,
like the 9002 on this page. http://en.wikipedia.org/wiki/GMD_SD40-2F

VIA stopped using the southern route through 
Saskatchewan, Alberta and BC in January 1990.

To view more of the tunnels on this line go to
http://yourrailwaypictures.com/Tunnels/
 

CP 8766 and those in the same series were rebuilt
between 1980 and 1999.  Locomotive 8766 was r
enumbered 1857.
During the rebuild, the high hood was chopped to render these locomotives more suitable for yard switching work
by providing higher visibility.
The new locomotives also got different gearing and
designed to operate "nose first" 
See a photo of the renumbered loco at:  http://www.mountainrailway.com/Roster
 

This photo of the CPR 1600 is taken on the Brooks Sub,
just south of Alyth Yard. 
The remanufactured Geep (from unit 8690 is on switching duties in the mid 80s, almost fresh out of the shops
(Sep 85) and still in its shiny CPR paint.
View a photo of sister 8694  - a High Hood unit 
in  Red Deer on this page
In March 2006, it will totally again change its 
appearance and become CPR1700, a GG20B "
Green Goat", a low emission diesel hybrid. 
View the totally "new look" at http://www.trainweb.org/greengoats/cp/1700.html
CPR terminated the contract.Green Goat with Rail Power Technolgies aftr converting 6 units (1700-1705) http://en.wikipedia.org/wiki/Railpower_GG20B
Subsequently, the 1700 was leased to  AMTRAK as their 
# 599. View a photo in its new paint at  http://www.trainweb.org/greengoats/amtk/599.html
before being returned to Rail Power Technologies 
(the originators of the Green Goad project) as their RPRX 2406 http://www.rrpicturearchives.net/showPicture.aspx?
The bridge in the background of the CPR 1600 is the CN bridge out of Sarcee Yard in Calgary, covered extensively
in my Bridge page.

The final paint scheme is at:
http://www.trainweb.org/wisrail/wcsc/wc1504sc.jpg

Here, it is  leading ACR 164, shown below.

In Port Coquitlam you could get good pictures by standing just off the South side of CP Property or by signing a
release and taking pictures from certain areas on the
North side of the yards. However when taking pictures
on the North side one would be advised not to leave the
areas you were told to stay in. The Port Coquitlam yard is extremely busy & dangerous.

For all you steam fans, this page is a must

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